Auxiliary-reservoir-venting device.



W. C. WEBSTER. AUXILIARY RESERVOIR vammc DEVICE.

APPLICATION FILED JUNE 19. l9l5.

Patented July 17, 1917. W

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WILLIS C. WEBSTER, OF DUBOIS, PENNSYLVANIA, ASSIGNOB TO BUFFALO AIRBRAKE COMPANY, OF PHOENIX, ARIZONA, A CORPORATION OF ARIZONA.

Original applicationfiled May 28, 1914, Serial No. 841,918.

Specification of Letters Patent.

Divided and this application filed June 19,

1915. Serial No. 35,055.

To all whom it may concern:

Be it known that I, WILLIS C. WEBSTER, a citizen of the United States, residing at Dubois, in the county of Clearfield, and State of Pennsylvania, have invented certain new and useful Improvements in Auxiliary- Reservoir-Venting Devices, of which the following is a specification.

My present invention relates to new and useful improvements in triple valves of fluid pressure brake systems, or attachments therefor, and more particularly for a device adapted to cooperate with a triple valve to insure proper release of the brakes, this application being a division of a copending application upon a triple valve filed by me May 28, 1914 and bearing the Serial No. 841,918. a

More particularly, the primary object of my invention consists in the provision of a device for venting auxiliary reservoir pressure to the atmosphere upon movement of the brake valve of a fluid pressure brake system to release position to insure movement of the triple valve piston and its slide valve to release position and so insure venting of pressure from the brake cylinders and consequent release of the brakes.

I am aware that certain devices capable of accomplishing venting of the auxiliary res-, er voir pressure, under certain circumstances, have been devised, but to the best of my knowledge such mechanisms are operable only under certain specific circumstances and are not therefore capable of effective use. For instance, many of these devices depend for their operation upon at least a slight movement of the triple valve piston and are, therefore, of little value as if the piston moves at all it would, in all probability, continue its movement to move the slide valve to release position, thereby rendering a device of this character unnecessary, one of the objects of such a device being the insurance of release of the brakes even though the triple valve piston sticks.

In this connection, one of the primary objects of my present invention consists in the provision of an auxiliary reservoir venting device, the operation of which is independent of any movement of the triple valve piston, slide valve or graduating valve and Patented July 1'7, 1917.

which will, therefore, operate if the piston sticks in the triple valve or if the packing ring of the piston is leaky.

I am further aware that certain devices of this character have been constructed which do not require movement of the piston, but such devices are capable of operatlng only with a certain predetermined train line pressure and will, therefore, not operate if for any reason the train line pressure does not reach such a point. These devices would, therefore, frequently be inoperative in long train service upon the rear cars of the train as there is often a difference of ten pounds, moreor less, in the pressure at the front and rear end of the train line, due to friction and train line leakage. Furthermore, it is now common practice to provide for operating air brake systems under abnormally high train line pressures, under some circumstances, such as with heavily loaded trains or for heavy grades and a device capable of operating only upon a certain train line pressure would, unless such pressure were the highest at which the system would ever be operated, cause venting of the auxiliary reservoir pressure to the atmosphere when, as a matter of fact, application of the brakes should be made.

For this reason, a further object of my in-' vention consists in the provision of an auxiliary reservoir vent-ing device which is capable of operating at all train line pressures to insure absolute release of all brakes upon all cars of the train upon the first slight increase in train line pressure. The importance of this feature will be more readily appreciatedby reference to my parent application above referred to and by reference to a copcnding application for-an excess pressure brake cylinder control mechanism filed by me June 19, 1915, and bearing the Serial No. 35,054. In these applications I disclose a mechanism whereby high brake cylinder pressures may be obtained with predetermined slight train line reductions, thereby doing away with the necessity of making heavy reductions to insure the proper braking pressure. With the ordinary type of triple valve and with all auxiliary reservoir venting devices known to me, such a mechanism would be worthless as it would be impossible, after making a light reduction, to obtain release of the brakes without first making a secondheavy reduction. Such being the case, it would be as well to make the ordinary heavy reduetion in the first place and depend upon such reduction for the braking pressure rather than upon any exeess'pressure brake cylinder control mechanism j Bythe employment of my auxiliary reservoir venting device, however, it is posslble to insure release of the brakes,.irrespective of the train line pressure, brakepressure or amount of reduction made, upon the first slight increase in train line pressure after movement of the brake valve to release position. v

A further object of my present invention consists in providing a device of the above described ch'aracter'which is simple in construction, wholly automatic in its operation and which cannot get out of order or become inoperative as it is in no way dependent on any pistons or similar mechanisms which might become stuck. Of course it will be clear that simultaneous building up of the train line and reduction ofpressure in the to release position. Because of this, there is no unnecessary venting of pressure from the auxiliary reservoir and if the piston of the triple valve operates properly, the triple valve will either move to release position before any venting of the auxiliary reservoir pressure occurs or immediately after such venting is commenced.

With these and other ob ects 1n view, my

invention will be more fully described, illustrated in the accompanying drawings and then specifically polnted out 1n the claims f which are attached to and form a part of this application.

In the drawings:

Figure 1 is a vertical transverse sectional view taken through the slide valve chamber of a triple valve and through my improved auxiliary reservoir venting device which coacts therewith;

Fig. 2 is a top plan view, partially in section, of the slide valve and graduating valve in release position, only such ports and passages of these valves and of the valve seat being shown as enter into the operation of my auxiliary reservoir-venting device;

Fig. 3 is a view corresponding to Fig. 2, illustrating the position of the valves in service position, both of. these figures illustrating diagrammatically the application of my venting device.

' 'Corresponding and like parts are referred to in the following description and indicated in all the views of the accompanying drawings by the same reference characters.

For the sake of clearness 1 have illustrated my auxiliary reservoir venting device as inelosed in a casing 10 formed integrally with the slide valve portion of a .triple valve casing 11 connected in the usual manner to an auxiliary reservoir 12. It will be understood, however, that if the device is to be applied to triple valves now in use,

. the casing 10 will be formed as a separate casing and it and the casing of the triple valve will be cored to provide for proper communication between the two when the casing of the auxiliary reservoir venting valve is attached to that of the triple valve, these changes being well within the skill of the average mechanic. For the sake of simplicity, .l have illustrated only such portions of the triple valve as are essential to the understanding of the operation of my venting valve and only such of the ports and passages of the slide valve seat, slide valve and graduating valve as are necessary to a perfeet comprehension of my present invemvion.

Although my venting valve is primarily intended for use with an improved triple valve of the type disclosed in my previously referred to application, the ports and passages illustrated in the present case are, with the exception of such new ones as are necessitated by the addition of the venting valve, those of a conventional triple valve in order that the construction and operation of my present invention may be disclosed with the greatest possible simplicity and elearness.

The triple valve is provided with the usual slide valve chamber 13 communicating at one end with the auxiliary reservoir and at its other end with the chamber of the pisten, the stem of which is shown at 14: as engaging the slide valve 15 and graduating slide valve 16. As is usual, the slide valve 15 is movable over the valve seat 17 formed in the valve seat bushing 18, while the graduating valve 16 is movable over the upper face of the slide valve 15.

The casing 10 of the auxiliary reservoir venting device or valve is preferably cylindrical and hollow to provide a valve chamber 19 divided into two portions by a web or septum 20 formed centrally with an opening 21 to receive the cylindrical bushing 22 which forms a seat for the disk valve 23. This disk valve is carried by a stem 21 and is provided with a washer or packing ring 25 of rubber, leather or other suitable material which engages the upper edge of the bushing 22 when the valve is closed to prevent passage of air from the upper portion of the chamber 19 to the lower portion thereof. The upper end of the casing 10 is screw threaded to receive a cap or bonnet 26 which is clamped against a packing ring 97 to form an air tight closure and which is provided with an internal socket 28 to seat the upper end of the valve stem 24. A light helical spring 29 surrounds the upper portion of the valve stem, bearing between the cap 26 and valve 23 to normally hold the latter to its seat.

The casing 10, below the septum 20, is formed with an annular shoulder 30 to seat the peripheral edge of a diaphragm '31 which is held against the shoulder by a clamping ring 32 and an inner .cap 33 threaded into the lower end of the casing 10 and engaging the ring 32. This clamping ring 32 is preferably provided with an internally formed peripheral rib or shoulder 34 in order that it may be readily removed, if necessary, and the inner cap 33 is formed with ports or passages 35 in order that the space 36, between the inner cap 33 and an outer cap or bonnet 37 which, with the gasket 38, tightly closes the lower end of the casing 10, may in elfect form a portion of the chamber 39 below the diaphragm 31. A head 40, seated upon the diaphragm 31, is socketed to receive the lower end of the valve stem 24 and this head may be free of connection to either the stem or diaphragm or connected to either or both of such'menr bers, as preferred, the head in effect merely constituting a somewhat enlarged abutment, whereby the valve stem may engage against the diaphragm 31.

The casing 10 is formed at any desired point between the septum 20 and diaphragm 31 with an atmospheric vent or passage 41 in order that air admitted to that portion of the chamber 19 above the valve may es cape to the atmosphere upon opening of the valve. The wall portion connecting the casings 10 and 11 is cored to provide a passage 42 establishing communication between that portion of the chamber 19 above the valve 23 and the slide valve chamber 13 and, consequently, the auxiliary reservoir. Furthermore, the valve casing is provided with a second passage 43 communicating at one end with the space 36 between the inner and outer caps 33 and 37 and at its other end with a port 44 formed in the slide valve seat 17 and in transverse alinement' with a second port 45 also formed in the valve seat and communicating by means of a passage 46 with the train line.

The slide valve seat 17 is further provided with a transversely elongated port 47 communicating with a passage 48 which leads to the usual pipe, not shown, extending through the auxiliary reservoir to the brake cylinder and in spaced parallel relation to this port with a similar port 49 communicating with a passage 50 leading through the valve casing to the atmosphere. The slide valve 15 is provided with a longitudis nal passage 51 communicating :at one end with a cavity 52 formed in the upper face of the slide valve and at its opposite end with a cavity 53 formed in the lower face of the slide valve, this latter cavity, in service position of the slide valve, being adapted to register with the port 47 of the slide valve seat, while the graduating valve 16 is, in release position, adapted to lap the cavity 52. In addition to these ports and passages, the slide valve is formed in its lower face with a substantially T-shaped cavity 54, one arm of which is preferably longer than the other, this cavity being so formed that in release position, it establishes communication between the ports 44 and 49, while in service position it establishes communication between the ports 44 and 45. The above described ports and passages are the only ones involved in the operation of my auxiliary reservoir venting device and are therefore -the only ones illustrated or described in this application. It will of course be understood that the slide valve seat, slide valve and graduating valve are provided with such additional ports and passages as are necessary to the usual operation of the triple valve.

In describing the operation of my present invention, I will assume that .the triple valve is in release position, that is, that its piston is at its innermost position, as also is its slide valve and graduating valve. By reference to Fig. 2, it will be seen that, under these circumstances, both the ports or cavities 52 and 53 are lapped, one by the slide valve seat and one by the graduating valve 16 and also that the atmospheric port 49 is lapped by the slide valve, The cavity 54, however, establishes communication between the ports 44 and 49 in this position of the slide valve and it will, therefore, be clear that the chamber 39 of my auxiliary reservoir venting valve is opened to the atmosphere through the passage 43, port 44, cavity 54, port 49 and passage 50. There will, therefore, be no pressure against the lower face of the diaphragm 31 tending to open the valve 23 which valve, at this time, is held closedto some slight extent by the spring 29, but largely by auxiliary reservoir pressure entering the valve casing 10 through the passage 42. At this point it should be noted that the valve and diaphragm are so proportioned as to expose equal or substantially equal areas to pressures in the chamber above the valve and in the chamber 39 below the diaphragm, and that for this reason any excess in pressure in the chamber 39 above the auxiliary reservoir pressure will cause opening of the valve 23.

Assuming that a service reduction of train line pressure has been made, the piston of the triple valve will move outwardly first engaging the graduating valve 16 in the customary manner to unlap the port 52 and then picking up the slide valve and moving it to the position shown in Fig, 3 of the drawings, thereby establishing communication between the auxiliary reservoir and brake cylinder through the cavity 52, passage 51, cavity 53, port 47 and'passage 48. As soon as the pressure in the auxiliary reservoir has thus been reducedto the same pressure or to a pressure slightly lower than that in the train line, the piston of the triple valve-will. move inwardly to cause the graduating valve 16 to lap the cavity 52 as is usual in triple valve operation and thereby prevent passage of further .air to the brake cylinder, this cutting on of the air supply:

from the auxiliary reservoir to the brake cylinder of course acting toprevent further movement of the piston which would move the slide valve to release position. \Vhen the slide valve is in the above explained service position, it will be clear, by reference to. Fig. 3 of the drawings, that the cavity 54 establishes Communication between the train line and chamber-39 of my auxiliary reservoir venting valve by way of the passage 46, port 45, cavity 54, port 44' and passage 43; It will therefore be clear that during application of the brakes,'the upper face of the valve 23 will be subjected to auxiliary reservoir pressure and-the lower face of the diaphragm 31 to reduced train line pressure, these two pressures being normally equal.

'As soon, however, as the engineer turns his brake valve to release position and thereby begins to build up the train line, it will be apparent that the increasing pressure in the train line will cause passage of air from the train line to the chamber 39, in the manner above indicated, and that this excess pressure in the chamber 39 will open the valve 23 and permit escape of air from the auxiliary reservoir by way of the slide valve chamber 13, passage 42, valve 23 and passage 41 to the atmosphere; The building up of train line. pressureagainst the piston of the triple valve operating in conjunction with the decrease in pressure against, the other face of the piston, due to this venting of the auxiliary reservoir, will positively force the piston to its innermost position and will con sequently move the slide valve to release position, as shown in Fig. 2 of the drawings. It will of course be clear that if the piston is in proper working order and free to move upon a very slight increase in train line pressure, this movement of the trlple valve to release position will be accomplished at practically the same time that the valve 23 is opened and that there will be no substantial venting of air from the auxiliary reservoir to the atmosphere. On the otherhand, if thepiston sticks, for any reason, or if its packing ring" is so leaky as to permit air passing from the train lineto' the slide valve chamber to build up the auxiliary reservoir at anything like the same rate that the train line is built up, the valve 23 will operate to vent the auxiliary reservoir and insure movement of the triple valve to release position. In release position of the triple valve, the brake cylinder is vented in the usual manner, not shown, and at the same time the chamber 39 below the diaphragm 31 is vented through the passage 43, port 44, cavity 54, port 49 and passage 50 to the atmosphere; This venting of the chamber 39 of course causes an immediate closing of the valve 23 and thus prevents any further and what, at this time, would be an undesired venting of the auxiliary reservoir.

From the foregoing description it will be apparent that I have provided an auxiliary reservoir venting device which does not in any way depend for its effectiveness upon movement of the triple valve piston, slide valve or graduating valve, which is absolute in its action and which operates upon the slightest increase in train line pressure. It will further be clear that different t 'ain line pressures will in no way affect the operation of my venting valve which will operate whenever the train line pressure exceeds that of the auxiliary reservoir pressure, and that the engineer may, therefore, utilize a train line pressure much higher than standard, if deemed advisable.

. Having thus described the invention',what is claimed as new is: p

1. In a fluid pressure brake system, the combination with a train line, a triple valve, and an auxiliary reservoir, of means for venting the auxiliary reservoir to the atmosphere upon a slight increase in train line pressure when the triple valve is in service position, even although such increase be slow.

2. In a fluid pressure brake system, the combination with a train line, a triple valve, and an auxiliary reservoir, of means for venting the auxiliary reservoir to the atmosphere upon a slight increase in train line pressure when the triple valve is in service position, said means being dependent upon an increase in train line pressure over pressure in the auxiliary reseri' oir.

3. In a fluid pressure brake system, the combination with a train line, a triple valve, and an auxiliary reservoir, of means for venting the auxiliary reservoir to the atm osphere upon a slight increase in train line pressure when the triple valve is in service position, said means being dependent upon an increase in train line pressure 'over pressure in the auxiliary reservoir and inde-' pendent of the actual train line pressure.

4; In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of means operable irrespective of pressure carried by the train line for venting the auxiliary reservoir to the atmosphere upon a slight rise of train line pressure when the triple valve is in service position, even although such rise be slow.

5. In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of means operable irrespective of pressure carried by the train line for venting the auxiliary reservoir to the atmosphere upon a slight rise of train line pressure when the triple valve is in service position, even although such rise be slow said venting means being rendered inoperative upon movement of the triple valve to release position. 7

6. In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of a device adapted to establish communication between the auxiliary reservoir and atmosphere and in service position of the triple valve normally balanced by train line and auxiliary reservoir pressures.

7. In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of a valve adapted, when open, to vent the auxiliary reservoir to the atmosphere, said valve being always subject to auxiliary reservoir pressure tending to hold it closed, and fluid pressure operated means for. opening the valve upon a slight increase in train line pressure when the triple valve is in service position.

8. In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of a valve adapted when open to vent the auxiliary reservoir to the atmosphere, said valve being always.

subject to auxiliary reservoir pressure tending to hold it closed, and fluid pressure operated means for opening the valve agamst auxiliary reservoir pressure, said means, in service position of the triple valve, being subjected to train line pressure.

9. In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of a valve casing having a valve chamber, a valve controlling passage of fluid from one end of the valve chamber to the other, one end of the cham her being in communication with the auxiliarv reservoir and the other end open to the atmosphere, and fluid pressure operated means for openingthe valve upon a rise n train line pressure when the triple valve is in service position, even. although such use be slow.

10. In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of a valve cas ng having a valve chamber, a valve controlllng passage of fluid from one end of the valve chamber to the other, one end of the chamher being in communication with the auxiliary reservoir and the other end open to the atmosphere, and fluid pressure operated means for opening the valve upon a rise in train line pressure when the triple valve is in service position, said means including an imperforate diaphragm operatively engaging the valve and exposed to rain line pressure when the triple valve is in service position.

11. In a fluid pressure brake system, the combination with a train line and auxiliary reservoir, of a valve adapted when open to vent the auxiliary reservoir to the atmosphere and normally subject to auxiliary reservoir pressure, a pressure chamber controlling opening of the valve, a triple valve, and means independent of the amount of train line pressure operable by movement of the triple valve to service position for establishing communication between the train line and pressure chamber.

12. In a fluid pressure brake system, the combination with a train line and auxiliary reservoir, of a valve adapted when open to vent the auxiliary reservoir to the atmos-.

phere and normally subject to auxiliary reservoir pressure, a pressure chamber controlling opening of the valve, a triple valve, and means operable by movement of the triple valve to release position for establishing communication between the pressure chamber and atmosphere.

13. In a fluid pressure brake system, the combination with a train line and auxiliary reservoir, of a valve adapted when open to vent the auxiliary reservoir to the atmosphere and normally subject to auxiliary reservoir pressure, a pressure chamber controlling opening of the valve, a triple valve, and means operable by movement of the triple valve to release position for establishing communication between the pressure chamber and atmosphere and upon movement of the triple valve to service position to establish communication between the pressure chamber and train line.

14. In a fluid pressure brake system, the combination with a train line and auxiliary reservoir, of a valve easing having opposed fluid pressure chambers, one of which communicates with the auxiliary reservoir, a valve in the casing operable upon excess pressure in the other chamber for venting the first chamber to the atmosphere, a triple valve having a slide valve seat provided with ports communicating with the train line, the second pressure chamber and the atmosphere, and a slide valve provided with a cavity adapted, in release position of the slide valve, to establish communication between the ports communicating with the atmosphere and with the second pressure chamber.

15. In a fluid pressure brake system, the combination. with a train line and auxiliary reservoir, of a valve easing having opposed atmosphere, and a slide valve provided with a cavity adapted, in release positionof the slide valve, to. establish commun cation between the ports communicating with the at- I mosphere and with the second pressure f chamber and 1n service pos tion to establish communication between 'the ports communicating with the train line and the second pressure chamber.

16. In a fluid pressure brake system, the combination with a train line and auxiliary reservoinof a valve casing having. opposed fluid pressure chambers, one of which'communicates with the auxiliary reservoir, a valve in the casing operable upon excess pressurein the other chamber for venting the first chamber to the atmosphere, a triple valve having a slide valve seat provided with ports communicating with the train line, the second pressure chamber and the atmosphere, and a slide valve having a cavity adapted, in service position of the triple valve, to establish communication between the port communicating with the train line and that communicating with the second. pressure chamber.

17. An auxiliary reservoir venting valve having a valve casing formed intermediate its length with a septum provided with a valve passage and seat, said casing being formed at one side of the seat with an atmospheric port and being adapted at the other side of the seat for-communication with an auxiliary reservoir, a valve co-acting. with the valve seat and normally closed, and a diaphragm extending across the casing and operatively en aging the valve, that side of the diaphragm remote from the valve forming one wallof the chamber adapted to communicate with a train line,

18. A venting valve including a cylindrical valve casing open at its ends and divided intermediate its length by a septum formed with a valve port and seat, a valve engaging the seat, a cap-closing one endoit' the valve casing, a. light spring engaging between the cap and valve to normally hold the valve in closed position, means for admitting fluid between the cap and valve, means for discharging fluid, from the casing below the valve, a diaphragm extending across the easing below said latter discharging means, a va'lvestem connected to the valve and operativ'ely engaging the diaphragm, a clamping ring engaging the peripheral edge of the diaphragm, a perforate cap threaded against the clamping ring to secure the diaphragm in place, an outer cap closing the adjacent end of the casing, and means for admitting fluid between the outer and inner caps.

19. In a fluid pressure brake system, a triple slide valve, an auxiliary reservoir, a train line, and means for venting auxiliary reservoir pressure to cause said slide valve to move to release position comprising a valve controlling an outlet leading from the auxiliary reservoir to the atmosphere, and means actuated by a rise of pressure in the train line to open said valve, said means being operatively connected with the train line through the slide valve when the slide valve is in service position.

20. In a fluid pressure brake system, a triple slide valve, an auxiliary reservoir, a train line, and means for venting auxiliary reservoir. pressure to cause said slide valve to move to release position, said means including a valve chamber connected at one end to the auxiliary reservoir, a valve in said chamber adapted to open and close communication between a vent leading to the atmosphere and that portion of the chamber connected to the auxiliary reservoir, and a diaphragm in the valve chamber carrying the valve, the space behind the diaphragm being connected to the train line when the slide valve is in service position.

21. In a fluid pressure brake system, a triple slide valve, an auxiliary reservoir, a train line, and means for venting fluid from the auxiliary reservoir to cause the slide valve to move to release position, said means including a valve chamber having an atmospheric port, a valve normally closing communication between the auxiliary reservoir and port, and a diaphragm adapted to open the valve, the space behind the diaphragm being operatively connected to the train line upon a movement of the slide valve to service position and with the atmosphere upon a movement ofthe slide valve to release position.

22. In a fluid pressure brake system, the combination with a train line, a triple valve, and an auxiliary reservoir, of means for venting the auxiliary reservoir to the atmosphere upon any increase in train line pressure when the triple valve is in service position.

In a fluid pressure brake system, the combination with a train line, triple valve and auxiliary reservoir, of a valve controlling venting of the auxiliary reservoir to the atmosphere, and a diaphragm subjected on one side to train line pressure when the triplevalve is in service position and operatively co-acting with the valve to open the latter if train line pressure becomes greater than auxiliary reservoir pressure.

24. In a fluid pressure brake system, the

" to train line pressure when the triple valve is in service position and operatively eo-acting with the valve to open the latter if train I line pressure becomes greater than auxiliary reservoir pressure, said diaphragm being ex posed to atmospheric pressure When the 10 triple valve is in release position.

In testimony whereof I aflix my signature.

WILLIS C. WEBSTER. [1,. s.]

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. G. 

